Video-based system for automated detection of double parking violations

ABSTRACT

A method for detecting a double-parked vehicle includes identifying a parking region in video data received from an image capture device monitoring the parking region. The method includes defining an enforcement region at least partially surrounding the parking region. The method includes detecting a stationary vehicle in the enforcement region. The method includes determining the occurrence of an event relative to the stationary vehicle. In response to the determined occurrence of the event, the method includes classifying the stationary vehicle as being one of double parked and not double parked.

BACKGROUND

The present disclosure relates to a system and method for determiningdouble parking violations by confirming the occurrence of an eventrelative to a detected vehicle that is parked in an enforcement area.However, it is appreciated that the present exemplary embodiments arealso amendable to other like applications.

Municipalities regulate parking in certain areas for public safety andease of access reasons. Areas that prohibit vehicles from parking and/orstopping are denoted as exclusion zones. Double parking is defined asparking a vehicle alongside another vehicle that is already parked atthe side of the road, and it can be highly disruptive to traffic flow.

Infractions of double parking regulations are among the most commonlyoccurring parking violation. In larger municipalities, about one-thirdof infractions can occur in exclusion zones. Substantial fines to theviolators can generate significant revenue for municipalities. However,because double parking is typically enforced manually, usually by policeofficers, the detection of exclusion zone infractions is costly in laborand can result in lost revenues when infractions go undetected. In aneffort to reduce costs and improve efficiency, municipalities areexploring the use of new technologies for automating exclusion zoneenforcement.

Non-stereoscopic video cameras have been proposed to monitor on-streetparking, where one video camera located near a parking region canmonitor and track the entire area. Maintenance of video cameras is alsoless disruptive to street traffic. Co-pending and commonly assignedapplication U.S. Publication No. 2013/0266185, entitled “Video-BasedSystem and Method for Detecting Exclusion Zone Infractions”, filed Apr.6, 2012, introduced a video-based method operable to analyze frames in avideo feed for determining a parking violation. A vehicle is located ina defined exclusion zone using a background subtraction method. Then,the duration that the detected vehicle remained stationary in theexclusion zone is calculated based on a number of frames including thedetected vehicle. If the duration meets and/or exceeds a threshold, thestationary vehicle is classified as being double parked.

While the '185 publication addresses exclusion zone monitoring as aspecial case of automated traffic law enforcement, it does not considerspecial factors within an exclusion zone setting that can affectaccuracy. Particularly, the '185 publication teaches that a detected,stationary vehicle can be classified as violating an exclusion zonewithout considering whether or not the vehicle is voluntarilystationary.

There is a need for a system and method that uses video data fordetecting voluntary double parking infractions. Particularly, a systemand method is desired to analyze the occurrence of an additionalrelevant event relative to a detected vehicle.

INCORPORATION BY REFERENCE

The disclosure of co-pending and commonly assigned U.S. PublishedApplication No. 2013/0266185, entitled “Video-Based System and Methodfor Detecting Exclusion Zone Infractions”, filed Apr. 6, 2012”, by OrhanBulan, et al., is totally incorporated herein by reference.

The disclosure of co-pending and commonly assigned U.S. PublishedApplication No. 2013/0265419, entitled, “A System And Method ForAvailable Parking Space Estimation For MultiSpace On-Street Parking”,filed Apr. 6, 2012, by Orhan Bulan, et al., is totally incorporatedherein by reference.

The disclosure of co-pending and commonly assigned U.S. Ser. No.13/611,718, entitled “Video-Tracking for Video-Based Speed Enforcement”,filed Sep. 12, 2102, by Wencheng Wu, et al., is totally incorporatedherein by reference.

The disclosure of “Image Processing Edge Detection Technique used forTraffic Control Problem,” P. Srinivas, et al., International Journal ofComputer Science and Information Technologies, Vol. 4 (1), 17-20 (2013)is totally incorporated herein by reference.

The disclosure of “Image Processing Based Intelligent TrafficController”, Vikramaditya Dangi, et al., Academic Research Journal, Vol.1 (1) (2012) is totally incorporated herein by reference.

The disclosure ofhttp://www.uwindsorca/dailynews/2013-08-09/student-designed-system-would-warn-drivers-about-emergency-vehiclesis totally incorporated herein.

BRIEF DESCRIPTION

The present disclosure teaches a method for detecting a double-parkedvehicle. One embodiment of the method includes identifying a parkingregion in video data received from an image capture device monitoringthe parking region. The method includes defining an enforcement regionat least partially surrounding the parking region. The method includesdetecting a stationary candidate double-parked vehicle in theenforcement region. The method includes determining the occurrence of anevent relative to the stationary vehicle. In response to the determinedoccurrence of the event, the method includes classifying the stationaryvehicle as being one of double parked and not double parked.

The disclosure also teaches a system for detecting a double-parkedvehicle. The system includes a double parking confirmation deviceincluding a memory for storing a region determination module, a vehicledetection module, and a vehicle classification module. A processor is incommunication with the memory and is operative to execute the modules.The region determination module is operative to identify a parkingregion and an enforcement region at least partially surrounding theparking region in a sequence of frames received from an image capturedevice monitoring the parking region. The vehicle detection module isoperative to detect a stationary candidate double-parked vehicle in theenforcement region. The vehicle classification module is operative todetermine an occurrence of an event relative to the stationary vehicle.In response to the determined occurrence of the event, the vehicleclassification module classifies the stationary vehicle as being one ofdouble parked and not double parked.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A shows an example parking area.

FIG. 1B shows an example enforcement area.

FIG. 2 is an overview of a method for determining a parking violation.

FIG. 3 is a schematic illustration of a double parking determinationsystem 100 in one exemplary embodiment.

FIG. 4 is a detailed flowchart describing the method for determining adouble parking violation.

FIG. 5 shows an example of a vehicle being tracked as it traverses theenforcement area.

FIG. 6A shows a method for confirming a double parking violation of acandidate vehicle based on traffic signals and signs.

FIG. 6B shows a method for confirming a double parking violation of acandidate vehicle based on hazard lights.

FIG. 6C shows a method for confirming a double parking violation of acandidate vehicle based on traffic patterns.

FIG. 7A shows a sample frame where hazard lights are detected andindicated as operating on a candidate vehicle.

FIG. 7B shows a sample frame where a trajectory indicates a movingvehicle driving around a candidate vehicle.

FIG. 8A shows a method for detecting a stationary vehicle in anexclusion zone or parking area.

FIG. 8B shows a method for detecting a stationary vehicle in a trafficlane-enforcement area.

DETAILED DESCRIPTION

The present disclosure relates to a video-based method and system fordetermining double parking violations by determining the occurrence ofan event relative to a detected vehicle that is parked in an enforcementarea. The system includes an image capture device that monitors anenforcement area, near or adjacent a parking area, and processes videodata, or transmits the video data to a central processor, fordetermining whether a stationary candidate double-parked vehicle isdouble parked in the enforcement area.

FIGS. 1A and 1B show an example scenario where the present disclosurecan be applied to determine whether a vehicle is double parked in anexclusion zone enforcement area. FIG. 1A shows an example parking regionbeing monitored as a virtual outline P. FIG. 1B shows an exampleenforcement region being monitored as a virtual outline E. In theillustrated example, the enforcement area is a driving lane located nextto the parking lane. Where the parking area may be full along one extentand there are no available spaces, vehicles may be tempted totemporarily park and/or stop in the driving lane near or next to theparked vehicles. Albeit, vehicles may be tempted to double park forother reasons of convenience regardless of the occupancy of the parkingarea. In the illustrated embodiments, a violation in the exclusion zonemay also occur when a vehicle is detected as being parked in anexclusion zone adjacent to a parking area, regardless of whether theparking area is occupied or not. Furthermore, the exclusion zone may notbe located adjacent a parking area, but is rather located adjacent adriveway or a fire hydrant or in a lane that is designated for parkingduring certain hours and designated for traffic during other hours, suchas rush hour, etc. A vehicle is parked in an exclusion zone where it isdetected as being stopped in an enforcement area that is not meant forparked vehicles.

Frames provided by the image capture device are analyzed to identify thevehicles that double park in the enforcement area. The processing can beexecuted on embedded camera hardware or in a central processor. Part ofthis analysis includes a verification operation to determine whether acandidate double parked vehicle is indeed double parked and/or subjectof an infraction. FIG. 2 is an overview of the analysis. The processstarts at S02. Video is captured from an area of interest at S04. Withineach frame that is analyzed, locations of the parking area and theenforcement area are defined at S06. Mainly, the location of theenforcement area is defined in certain embodiments, whereby the locationof the parking area is also defined in other embodiments where relevant.Pixels are analyzed to determine whether a vehicle is located andstationary in the enforcement area at S08. Where the parking area isbeing simultaneously monitored, the system can optionally receiveparking occupancy information for the location of the parking area atS09. Co-pending and commonly assigned U.S. Published Application No.2013/0265419, entitled, “A System And Method For Available Parking SpaceEstimation For MultiSpace On-Street Parking”, filed Apr. 6, 2012, byOrhan Bulan, et al., describes a process for obtaining this parkinginformation and is totally incorporated herein by reference.

The amount of time that the detected vehicle remains stationary isestimated by counting a number of frames the detected vehicle does notmove at S10. If the vehicle is parked in the enforcement area for aduration meeting or exceeding a predetermined threshold, the detectedvehicle is flagged as a candidate double parking violator at S12.Evidence of an occurrence of an event and whether the vehicle qualifiesfor an exception or not is checked to confirm that the candidate doubleparking violator is indeed double parked at S14. This event can include,for example, a detection of hazard lights operating on the stationarycandidate double-parked vehicle or objects stopped in front of thestationary vehicle. This event can include an analysis of trafficpatterns around the stationary vehicle. For example, moving vehicles aretracked within the scene. If an event is detected, notification of theviolation is issued at S16. Other conditions may be imposed before aviolation notification is triggered. The violation can be subsequentlyreported to an enforcement entity at S18. Examples of exceptions includean emergency vehicle identified through emergency lights, writtenidentification or other vehicle classification techniques. Incontemplated embodiments, hazard lights can indicate the occurrence of aviolation, whereas emergency lights can indicate the presence of anexception.

Note that in the situation where the parking area is being monitored(i.e., S09 is being performed), the received parking occupancyinformation may be used to adjust the processing at one or both of S10or S14. For example, the timer at S10 may start only if the parkingoccupancy of the parking area next to the enforcement zone is full. Inanother example, the parking occupancy of the parking area next to ornear the detected stationary candidate double-parked vehicle may be usedto adjust the confidence of, and/or confirm, the candidate vehicle isindeed double parked at S14. The method ends at S20.

FIG. 3 is a schematic illustration of a double parking determinationsystem 100 in one exemplary embodiment. The system includes a doubleparking confirmation device 102 (“confirmation device”), an imagecapture device 104, and a storage device 106, which may be linkedtogether by communication links, referred to herein as a network. In oneembodiment, the system 100 may be in further communication with a userdevice 108. These components are described in greater detail below.

The confirmation device 102 illustrated in FIG. 3 includes a controller110 that is part of or associated with the confirmation device 102. Theexemplary controller 110 is adapted for controlling an analysis of videodata received by the system 100 by classifying the pixels in each staticframe. The controller 110 includes a processor 112, which controls theoverall operation of the determination device 102 by execution ofprocessing instructions that are stored in memory 114 connected to theprocessor 112.

The memory 114 may represent any type of tangible computer readablemedium such as random access memory (RAM), read only memory (ROM),magnetic disk or tape, optical disk, flash memory, or holographicmemory. In one embodiment, the memory 114 comprises a combination ofrandom access memory and read only memory. The digital processor 112 canbe variously embodied, such as by a single-core processor, a dual-coreprocessor (or more generally by a multiple-core processor), a digitalprocessor and cooperating math coprocessor, a digital controller, or thelike. The digital processor, in addition to controlling the operation ofthe determination device 102, executes instructions stored in memory 114for performing the parts of the method outlined in FIGS. 2, 4, 6A-6C,and 8A-8B. In some embodiments, the processor 112 and memory 114 may becombined in a single chip.

The confirmation device 102 may be embodied in a networked device, suchas the image capture device 104, although it is also contemplated thatthe confirmation device 102 may be located elsewhere on a network towhich the system 100 is connected, such as on a central server, anetworked computer, or the like, or distributed throughout the networkor otherwise accessible thereto. The video data analysis and doubleparking determination phases disclosed herein are performed by theprocessor 112 according to the instructions contained in the memory 114.In particular, the memory 114 stores a video buffer module 116, whichcaptures video data of a parking area of interest; a regiondetermination module 118, which identifies a parking region and anenforcement region at least partially surrounding the parking region ina sequence of frames received from an image capture device monitoringthe parking region; a vehicle detection module 120, which detects astationary candidate double-parked vehicle in the enforcement region; avehicle classification module 122, which determine an occurrence of anevent relative to the stationary vehicle and classifies the stationaryvehicle as being one of double parked and not double parked; and, anotification module 124, which notifies a user of the infraction.Embodiments are contemplated wherein these instructions can be stored ina single module or as multiple modules embodied in the differentdevices. The modules 116-124 will be later described with reference tothe exemplary method.

The software modules as used herein, are intended to encompass anycollection or set of instructions executable by the confirmation device102 or other digital system so as to configure the computer or otherdigital system to perform the task that is the intent of the software.The term “software” as used herein is intended to encompass suchinstructions stored in storage medium such as RAM, a hard disk, opticaldisk, or so forth, and is also intended to encompass so-called“firmware” that is software stored on a ROM or so forth. Such softwaremay be organized in various ways, and may include software componentsorganized as libraries, Internet-based programs stored on a remoteserver or so forth, source code, interpretive code, object code,directly executable code, and so forth. It is contemplated that thesoftware may invoke system-level code or calls to other softwareresiding on a server (not shown) or other location to perform certainfunctions. The various components of the determination device 102 may beall connected by a bus 128.

With continued reference to FIG. 3, the confirmation device 102 alsoincludes one or more communication interfaces 130, such as networkinterfaces, for communicating with external devices. The communicationinterfaces 130 may include, for example, a modem, a router, a cable, andand/or Ethernet port, etc. The communication interfaces 130 are adaptedto receive video and/or video data 132 as input.

The confirmation device 102 may include one or more special purpose orgeneral purpose computing devices, such as a server computer or digitalfront end (DFE), or any other computing device capable of executinginstructions for performing the exemplary method.

FIG. 3 further illustrates the confirmation device 102 connected to animage source 104 for inputting and/or receiving the video data and/orimage data (hereinafter collectively referred to as “video data”) inelectronic format. The image source 104 may include an image capturedevice, such as a camera. The image source 104 can include one or moresurveillance cameras that capture video data from the parking area ofinterest. For performing the method at night in parking areas withoutexternal sources of illumination, the cameras 104 can include nearinfrared (NIR) capabilities at the low-end portion of a near-infraredspectrum (700 nm-1000 nm). No specific requirements are needed regardingspatial or temporal resolutions. The image source, in one embodiment,can include a traditional surveillance camera with a video graphicsarray size that is about 640 pixels wide and 480 pixels tall with aframe rate of fifteen (15) or more frames per second.

In one embodiment, the image source 104 can be a device adapted to relayand/or transmit the video captured by the camera to the confirmationdevice 102. For example, the image source 104 can include a scanner, acomputer, or the like. In another embodiment, the video data 132 may beinput from any suitable source, such as a workstation, a database, amemory storage device, such as a disk, or the like. The image source 104is in communication with the controller 110 containing the processor 112and memories 114.

With continued reference to FIG. 3, the system 100 includes a storagedevice 106 that is part of or in communication with the confirmationdevice 102. In a contemplated embodiment, the confirmation device 102can be in communication with a server (not shown) that includes aprocessing device and memory, such as storage device 106, or has accessto a storage device 106, for storing look-up tables (LUTs) that mappixel data to actual distance data, for containing time tables regardingstop light data, and for containing information regarding exceptionssuch as for certain emergency and commercial vehicles. Examples ofexceptions include an emergency vehicle identified through emergencylights, written identification or other vehicle classificationtechniques. Note that hazard lights can indicate the occurrence of aviolation, whereas emergency lights can indicate the presence of anexception. Examples of exceptions can also include commercial vehicleswhich can be identified through computer vision techniques for vehicleclassification into categories including tractor-trailer, box trucks anddelivery vans. Mainly, these vehicles can be identified using techniquesknown in the art. One example technique includes extracting features ofa detected vehicle in the image frame and applying the features to atleast one trained vehicle classifier, which is operative to classify thedetected vehicle as belonging to a particular vehicle type and/orcategory.

With continued reference to FIG. 3, the video data 132 undergoesprocessing by the confirmation device 102 to output a determination 138regarding double parking violation to an operator in a suitable form ona graphic user interface (GUI) 140 or to a user device 108, such as asmart phone belonging to a driver in transit or to vehicle computerand/or GPS system, that is in communication with the confirmation device102. The GUI 140 can include a display for displaying the information,to users, and a user input device, such as a keyboard or touch orwritable screen, for receiving instructions as input, and/or a cursorcontrol device, such as a mouse, trackball, or the like, forcommunicating user input information and command selections to theprocessor 112.

FIG. 4 is a detailed flowchart describing an embodiment of the method400 for determining a double parking violation. The method starts atS402. The video buffer module 116 receives video data from a sequence offrames taken from the image capture device 104 at S404. The vehiclebuffer module 116 determines whether the current frame is the firstframe at S406. In response to the current frame being the first frame inthe sequence (YES at S406), the video buffer module transfers the videodata to a region determination module 118, which identifies a parkingregion and/or an enforcement region at least partially surrounding theparking region in a sequence of frames at S408. By ‘partiallysurrounding’, the enforcement region can extend adjacent to the parkingregion along at least a portion of the parking region. In oneembodiment, this determination (S408) is performed once, for the initialframe in the sequence, and may be updated only if/when the camera fieldof view changes (e.g., if camera is moved).

In a scenario where parking occupancy is being monitored, both theparking and enforcement regions are defined. In the illustratedembodiment, the parking region may be a curbside parking lane, and theenforcement region can be a driving lane located next to the parkinglane. In FIG. 1B, the enforcement area is defined relative to theon-street parking area. Although FIG. 1B illustrates a single-lanetraffic scenario, the disclosure can be readily extended to multi-lanetraffic scenarios. In a contemplated embodiment, however, only thelocation of the enforcement area may be independently specified. Whendouble parking is alone being enforced, only the location of theenforcement area is needed.

The disclosure of co-pending and commonly assigned U.S. PublishedApplication No. 2013/0266185, entitled “Video-Based System and Methodfor Detecting Exclusion Zone Infractions”, filed Apr. 6, 2012”, by OrhanBulan, et al., describes a process for defining regions in the videodata, and is totally incorporated herein by reference. One aspect of theregion determination module 118 identifying the region(s) is that theprocess can be performed only for pixels located in or near the regions,thus reducing computational power requirements. Embodiments arecontemplated, however, where the process is performed on an entire frameinstead of in or near the identified regions.

In response to the current frame not being the first frame in thesequence (NO at S406), the video buffer module 116 transmits the videodata to the stationary vehicle detection module 120 for performingvehicle detection at S410.

Alternatively, where one or both regions are determined manually (bycamera operators) at the time of camera installation, at runtime,offline using real time video processing, or are periodically updated,manually, offline or at runtime, after receiving the video data at S404,the region determination module 118 identifies the parking region and/oran enforcement region for the sequence of frames at S408 usingalternative methods regardless of whether the current frame is aninitial frame.

There is no limitation made herein for how a stationary, candidatedouble-parked vehicle is detected. One example method for detecting astationary vehicle within the defined regions is shown in FIG. 8A. Themethod starts at S802. The vehicle detection module 120 determineswhether the current frame is the first frame at S804. In response to thecurrent frame being the first frame in the sequence (YES at S804), themodule 120 performs an initialization process at S806 by detecting aparked vehicle in the frame and setting the first frame as a background.The initialization process is described in U.S. Publication No.2013/0265419. The initialization process estimates vehicle occupancy inthe parking area and/or enforcement area at a start of the video feed orat a later frame using a static image captured in the initial frame.Generally, the initialization process determines the positions of theparked vehicles in the initial frame to detect objects and/or vehiclesthat are already present in the parking area.

In response to the current frame not being the first frame in thesequence (NO at S804), the stationary vehicle detection module 120detects vehicles that park in the enforcement area or leave theenforcement area at S808 in subsequent frames. The vehicle detectionmodule 120 detects the presence of vehicles in the enforcement area bymaintaining an estimate of the scene background and by performingbackground subtraction on a frame-by-frame basis. Once the background isestimated, the vehicles that park in or leave the enforcement area,after the initialization process at S806, are detected by subtractingthe selected frame from the estimated background and applyingthresholding and/or morphological operations on the difference image. Ateach frame, the stationary vehicle detection module 120 detects movementof vehicles using temporal difference methods to check whether thedetected vehicle is stationary or in motion. U.S. Ser. No. 13/441,269,the content of which is fully incorporated herein, describes abackground estimation (and alternative) process(es) for vehicledetection. The background estimation process described in U.S. Ser. No.13/441,269 classifies objects and/or vehicles based on the difference inintensity between frames.

The stationary vehicle detection module 120 uses the classifications toassign values to each pixel and then uses the assigned values togenerate a binary image representing the current frame. The system usesthe binary information for updating the background in each next frame ofthe sequence. The updated background is used by the system to determinewhen the initially parked vehicle subsequently moves away from and/orleaves the parking space, or when a new vehicle enters the scene.

By detecting motion via double differencing, areas of occlusion, causedby moving vehicles traveling adjacent to the parking area or enforcementarea, can be discarded. Occlusions caused by stationary vehicles can bedetected. And computer vision techniques can be performed on objectsthat straddle both the parking and enforcement areas. The method ends atS810.

FIG. 8B shows another example method for detecting a stationary vehiclein a traffic lane-enforcement area, i.e., the enforcement area for thisexample. The method starts at S820. The stationary vehicle detectionmodule 120 detects the presence of a vehicle by detecting motion wherethe vehicle enters, or appears in, the enforcement area. FIG. 1B showsthe direction of traffic starting on the right side and moving towardthe left side of the frame, and the module 120 searches for motion atthe extreme of the enforcement area where traffic enters, or firstappears in, the scene at 50. Particularly, the module 20 is searchingfor moving objects having a size meeting or exceeding a predeterminedthreshold at S822. A tracking algorithm is initialized on one of thefeatures of or the entire detected object to trigger motion detection atS824. As a vehicle traverses the enforcement area, the location of thetracker 52, represented as virtual marks in FIG. 5, in the image/framecorresponds with the location history of the vehicle 54 in the scene.The stationary vehicle module 120 detects a stationary vehicle when thetracker remains constant across multiple adjacent frames at S826. Anentire region occupied by a vehicle may not be necessary for thisapproach, although embodiments are contemplated where the systemcollects evidence information before, during, or after the analyses forissuing a notification. In this embodiment, the system can determine anapproximate region located where the tracked vehicle becomes stationary.By determining the entire region, the system can also verify that thedetected stationary vehicle is indeed a vehicle by comparing featuresize characteristics to a predetermined size threshold. U.S. Ser. No.13/611,718, entitled “Video-Tracking for Video-Based Speed Enforcement”,filed Sep. 12, 2102, by Wencheng Wu, the content of which is fullyincorporated herein, describes a technique for determining image regionsincluding computer vision techniques. Alternatively, image segmentationcan be used.

In more specific detail, the tracking is achieved by identifying pixelclusters (i.e., “objects”) detected using a frame-by-frame differencingprocess followed by morphological filtering to remove spurious sourcesof motion and noise in a motion detection area. When a substantialportion of the object enters a certain area (illustrated in FIG. 5 inthe lower right section of the frame), the tracking algorithm describedin U.S. Ser. No. 13/611,718 is activated. Particularly, a triggeringmask of sufficient size is used to detect a vehicle entering the scene.Simultaneously, the trajectories of other vehicles moving through thescene are also tracked to determine if any trajectory moves to anadjacent lane and around the detected vehicle. The travel direction anddistance of each candidate trajectory can be algorithmically examined toremove false positives.

The tracking algorithm can recover from temporarily dropped trackers forup to a predetermined number of frames. In other words, the tracking ofthe object of interest can be dropped for a predetermined amount of timecorresponding to the number of frames. This allowance enables the systemto deal with short-term occlusions, since another vehicle can occludethe detected stationary vehicle for a short period of time when it movesaround the detected stationary vehicle. The tracking can cease if thetrajectory of the object of interest is lost for more than thepredetermined number of frames and/or amount of time.

Furthermore, the tracking can cease if the trajectory of the object ofinterest approaches an exit point in the scene, which can be known as apredetermined number of pixels from the frame boundary. The method endsat S828.

Returning to FIG. 4, in response to detecting a stationary vehicle inthe enforcement region, such as when the trajectory becomes stationary,a timer starts at S412. The stationary vehicle detector 120 estimates anamount of time the detected vehicle remains stationary at S414. Theduration is estimated because a stationary vehicle detected in theenforcement area becomes a candidate double parking violator, in oneembodiment, if it does not move for predetermined length of time. Whenthe timer starts, an image segmentation algorithm is applied locallyaround the monitored point to further identify the region that thestationary vehicle occupies. A virtual box 82 indicating thesegmentation result can be displayed on the frame and the output 84 ofthe timer can also be displayed, as shown in the sample frames of FIG.7B.

In the discussed embodiment where the stationary vehicle is detectedusing background estimation (FIG. 8A), the duration the vehicle remainsstationary can be estimated by determining an image patch (of pixels)corresponding to a location of the vehicle, represented as a foregroundobject, in a first frame corresponding to when the vehicle is firstidentified and stops. In subsequent frames, a normalizedcross-correlation is performed between the image patch and regions inand around the location where the vehicle was originally identified. Inresponse to the cross-correlation meeting or exceeding a predeterminedthreshold R for a given frame, the system determines that the vehicle islikely to be in the location where it was originally detected. Inresponse to the cross-correlation being below predetermined threshold Rfor the given frame, the system determines that the detected vehiclemoved away from its original location. In this latter instance, thevehicle is in motion and cannot be double-parked.

For the discussed embodiment where the stationary vehicle is detectedusing a tracking algorithm (FIG. 8B), the system estimates the number offrames where motion associated with the detected vehicle is absent.

Both the correlation and the tracking operations can be affected bymoving occlusions, in which case additional measures of robustness canbe implemented. For example, the determination that a vehicle moved awayfrom its location can be performed only if the cross-correlation valueis below the predetermined threshold R for a given number of consecutiveframes N.

The module calculates the number of frames that the vehicle isstationary by the frame rate of the image capture device to compute theduration that the vehicle remained stationary within the enforcementarea at S414. However, there is no limitation to the process used forcomputing the duration, which can be calculated using alternative formsof input instead of the frame rate. For example, the duration can bedetermined using system clocks and/or time-stamps.

The module 120 compares the computed duration to a time threshold T atS416. In response to the duration meeting and/or exceeding the timethreshold (YES at S416), the detected vehicle is classified as being acandidate violator at S418. In response to the duration being below thetime threshold (NO at S426), the detected vehicle is determined as notbeing double parked at S426.

One aspect of the disclosure is that the vehicle is first labeled as acandidate violator to avoid making false violations. Given the estimatedregion that the candidate vehicle occupies, additional violationevidence/indicators are analyzed at S420.

The disclosure confirms a double parking violation of the candidatevehicle based on the occurrence of an event. This event can include apresence of traffic patterns being affected, such as, by a nearby signallight causing the vehicle(s) and/or traffic to stop and/or back-uparound the candidate vehicle. This event can include the operation ofhazard (warning) lights (flashers) on the detected vehicle or anotherdetected vehicle behind the detected vehicle, which indicates a hazardsuch as the vehicle being stopped in or near moving traffic. Anothercontemplated event can include traffic moving around the detectedvehicle, indicating that the vehicle is stopped and obstructing trafficflow.

FIGS. 6A-6C is a flow chart showing method embodiments for confirmingthe double parking violation using analyses focused on portions of theenforcement region, portions around the enforcement region, and thevehicle itself. FIG. 6A shows a flow chart for confirming the doubleparking violation using a segment of the enforcement area located nearthe detected stationary vehicle. The method starts at S602. In a firstembodiment, the classification module 122 confirms the double parkingviolation of the candidate vehicle by analyzing the portion of the road,and particularly the enforcement area, in front of the stationaryvehicle. The results of this analysis can indicate whether the vehicleis stopped for a signal light or behind another stopped vehicle.Particularly, the occupancy of the road in front of the stationaryvehicle is analyzed while considering available signal lightinformation. For the occupancy determination, the classification module122 measures a distance of the detected stationary vehicle to apredetermined reference point at S604. In other words, the module 122determines whether there is unoccupied roadway between the detectedstationary vehicle and the reference point. Example reference points caninclude an intersection, a sign, a painted stop line, and a signal lightwhen the light is red or yellow, etc. The distance is measured bycalculating a number of pixels from the closest edge of the estimatedregion of the detected stationary vehicle (e.g., the edge extendingproximately along the front of the vehicle) to the predeterminedreference position, or image frame boundary. The pixel distance isconverted to a physical distance using a LUT or predetermined algorithmat S606. The physical distance is compared to a threshold where cameracalibration data is available at S608. Alternatively, the calculatednumber of pixels not need be converted to a physical distance; rather,the pixel distance can be compared to a threshold in pixel units, wherethe pixel unit threshold can be learned from the video data by trackinglengths of objects captured near the enforcement area in front of thestationary vehicle, or behind the reference point, or between thevehicle and the reference point, in the image frames. These thresholdscan be predetermined based on calibration information, manually providedto the system as operator input at the time of installation or duringrun-time, or computed by the system by default. In response to thelength/distance being below the threshold (NO at S608), the module 122classifies the detected stationary vehicle as not being double parked atS610. If the length of unoccupied roadway meets or exceeds the threshold(YES at S608), the module 112 classifies the detected stationary vehicleas being in violation of a traffic ordinance (i.e., being double parked)at S616. The unoccupied roadway in front of the vehicle means that thereis no other vehicle or obstruction in front of the detected vehicle thatis causing to be stationary. FIGS. 7A and 7B illustrate this example insample frames of acquired video. A significant amount (e.g., greaterthan one car length) of unoccupied space 70 can be observed in front ofcandidate vehicle 72 in the enforcement region in FIG. 7A.

In one embodiment, the traffic signal data, such as the status or timingof signal lights, such as a time or duration of a nearby yellow lightand red light, can be coordinated with the analyses results to determinewhether the detected stationary vehicle or a detected vehicle in frontof the vehicle of interest are stopped as a result of the signal light.The status of the signal and/or traffic light can be communicated to thesystem in advance as part of timing and scheduling information or can becommunicated to the system in real time via communication links with thetraffic light control system. Alternatively, the status of the trafficsignal can be determined using image and/or video analysis if a view ofthe traffic light is available at S612. Therefore, if the unoccupiedspace in front of the vehicle is above the threshold (YES at S608), butthe signal information indicates that the light is red (YES at S614),the module 122 can classify the vehicle as not being double parked atS610. However, if the unoccupied space meets or exceeds the threshold(YES at S608), and the signal information indicates that the light isgreen (NO at S614), then the module 122 determines that the vehicle isdouble parked at S616. There may be a valid reason why the vehicle isdouble parked. Therefore, in another embodiment, in response to adetermination that the vehicle is double parked (YES at S608) and (NO atS614), the module 122 determines whether the stationary vehicle is of atype that qualifies for an exception at S615. For example, emergencyvehicles may be a type of vehicle that qualifies for an exception.Examples of methods to detect emergency vehicles using video aredisclosed in “Image Processing Edge Detection Technique used for TrafficControl Problem,” P. Srinivas, et al., International Journal of ComputerScience and Information Technologies, Vol. 4 (1), 17-20 (2013); “ImageProcessing Based Intelligent Traffic Controller”, Vikramaditya Dangi, etal., Academic Research Journal, Vol. 1 (1) (2012); and,http://www.uwindsor.ca/dailynews/2013-08-09/student-designed-system-would-warn-drivers-about-emergency-vehicles,the contents of which are all incorporated herein.

For another example, certain commercial vehicles, such as deliveryvehicles, may be permitted to park in the enforcement region forpredetermined amounts of time during certain hours. A regulation orordinance may permit these vehicles to temporarily park in regions thatprovide no alternative space. The exceptions for the monitoredenforcement region are stored in the storage device and are accessed bythe module 122 when determining whether the vehicle qualifies for anexception. In response to the stationary vehicle qualifying for anexception (YES at S615), the module 122 classifies the stationaryvehicle as not being double parked and not in violation of a trafficrule at S610. In response to the stationary vehicle not qualifying foran exception (NO at S615), the module 122 classifies the stationaryvehicle as being double parked and in violation of a traffic rule atS616. The method ends at S618.

FIG. 6B shows a flow chart for confirming the double parking violationby determining whether hazard warning lights are operating on thedetected stationary vehicle. More particularly, a detection of astationary vehicle with activated hazard/warning lights in theenforcement area indicates that the vehicle is double parked, or thevehicle may otherwise require attention. The method starts at S620. Themodule 122 identifies a hazard light region in the sequence of framessurrounding one of a front light and rear light area on the detectedvehicle at S622. A pixel analysis is performed within this region,referred hereafter as a (e.g., lower right) quadrant, to avoid acomputationally expensive (depending on the spatial and temporalresolution of the video) process across all pixels. While the detectionof hazard lights can be achieved using pixel-wise Fourier analysis of avideo segment of a specific length (e.g., 50 frames for a 5-fps videoacquisition), the system replaces the Fourier analysis with a simpletest based on a standard deviation and a ratio of the standard deviationto the range (max-min) of the temporal intensity signal for every pixelbeing processed. This approach relies on the assumptions that (1) thepixel-wise intensities corresponding to a stopped vehicle are nearconstant (except when occlusion occurs or when hazard warning lights areactivated), and that (2) the standard deviation of a periodic signal isa scaled version of the amplitude of this periodic signal. Other methodsof detecting periodic intensity changes can be used to detect activehazard lights as well since the temporal color/intensity signals of anactive hazard light will exhibit such periodic characteristics.Furthermore, additional processing, such as, morphological filtering,connected component analysis, size or number of pixels thresholding,etc., can be applied to the resulting pixel classification of activehazard lights to yield more robust detection of the active hazardlights.

Therefore, the system performs the pixel-wise analysis within theidentified quadrant of the estimated region corresponding to thedetected stopped vehicle. More particularly, the module 122 determinespixel colors in the quadrant in the sequence of frames at S624. Inresponse to no changes in the pixel colors between frames (i.e., thepixel color is constant across frames) (NO at S626), the module 122determines that the detected vehicle is not operating its hazard lightsand classifies the vehicle as not being double parked at S628. Inresponse to changes in the pixel colors between frames (YES at S626),the module 122 determines that the detected vehicle is operating itshazard lights, and classifies the vehicle as being double parked atS636.

FIG. 7A indicates hazard lights 74 that were detected as operating. Inother words, for a candidate violator vehicle operating its hazardlights, the module 122 elevates the vehicle status from a “candidate” toa “violator”. However, the hazard lights may indicate that the vehiclerequires attention. In one embodiment, in response to a determinationthat the vehicle is operating its hazard lights, the module 122determines whether the stationary vehicle is of a type that qualifiesfor an exception at S630. In response to the stationary vehiclequalifying for an exception (YES at S632), the module 122 classifies thestationary vehicle as not being double parked and not in violation of atraffic rule at S628. In response to the stationary vehicle notqualifying for an exception (NO at S632), the module 122 classifies thestationary vehicle as being double parked and in violation of a trafficrule at S636. The method ends at S638.

FIG. 6C shows a method for confirming a double parking violation of acandidate vehicle based on surrounding traffic patterns relative to thecandidate violator. For example, another vehicle moving around thedetected stationary vehicle would indicate the stationary vehicle isdouble parked.

Because the stationary candidate violator vehicle can be detected via atracking process in the disclosure, the module 122 may checktrajectories of all vehicles entering the scene. These trajectoriesindicate vehicles that are stopped or moving in the traffic lanes ofinterest. Therefore, the system uses the trajectories to determinewhether a vehicle(s) moves or moved around the candidate violatorvehicle. The method starts at S640. In response to the detectedcandidate violator stopping, the system starts a timer. The timer isused to measure a predetermined amount of time since the candidatevehicle has stopped at S642. In the example embodiment, thepredetermined time is duration of 15 seconds, but there is no limitationmade herein to the amount of time. After the predetermined amount oftime passes since the timer starts, and while it continues running,every trajectory that exited or exits the scene is tested at S644 todetermine if it overlaps with the estimated position of the candidateviolator vehicle, meaning a moving vehicle is located within proximityto the stationary vehicle in the enforcement region. In other words, thesystem is detecting at least a second vehicle corresponding to anothertrajectory in the sequence of frames.

Similarly, any trajectory that is lost for more than a predeterminedtime, such as a few seconds, and more particularly 2 seconds, is alsotested relative to the estimated position of the candidate violatorvehicle. The trajectories are analyzed to determine if they pass a frontof, i.e., move around, the candidate violator vehicle at S646. In FIG.7A, for example, the front of a candidate violator vehicle isillustrated as the left-most pixel in the identified region 76. If atrajectory and the candidate violator vehicle overlap (YES at S646), themodule 122 determines that the trajectory belongs to a moving vehiclethat drove around the candidate violator vehicle at S648 because thelatter is stopped and obstructing the flow of traffic. FIG. 7B shows atrajectory 78 of a moving vehicle 80 virtually marked within the sampleframe and indicating that the path of the moving vehicle goes aroundcandidate vehicle 82. In response to a detection of this traffic flowpattern around a candidate violator vehicle, the module 22 changes thedetected stationary vehicle status from “candidate” to “violator”. Thestationary detected vehicle is classified as being double parked and inviolation of a traffic regulation at S650. However, there may be a validreason why the flow pattern is moving around the violator vehicle. Forexample, the violator vehicle can actually be a construction vehicleassociated with a crew working on the road or on sewers next to theroad. In one embodiment, in response to a determination that vehiclesare driving around the candidate vehicle (at S648), the module 122determines whether the stationary vehicle is of a type that qualifiesfor an exception at S649. In response to the stationary vehiclequalifying for an exception (YES at S649), the module 122 classifies thestationary vehicle as not being double parked and not in violation of atraffic rule at S664. In response to the stationary vehicle notqualifying for an exception (NO at S649), the module 122 classifies thestationary vehicle as being double parked and in violation of a trafficrule at S6650.

If the trajectory and the candidate violator vehicle do not overlap (NOat S646), the module 122 determines that the trajectory belongs to amoving vehicle whose path is not obstructed by the stationary vehicle atS652. The identified status of the detected stationary vehicle remainsas “candidate” at S654.

In one embodiment, the number of vehicles that move around thestationary detected vehicle is counted and displayed to a user. FIG. 7illustrates this count on the image frame in one example.

Though FIG. 6A-6C are described as independent decision-makingprocesses, where each process concludes whether a candidate violator isdeemed to be a violator or not, the final decision can be a combinationof the outcomes of all three processes. For example, the final decisioncan be based on a majority vote from all three processes. In anotherexample, the candidate vehicle can be declared as a violator if theoutcome for any one (or any two or all three) processes classify thevehicle status as belonging to a violating vehicle. In yet anotherexample, the decision may be based on the confidence of a combination ofdetections of events. The confidence can be measured using the distancebetween the candidate vehicle and the reference point, which can bedetermined as part of the process described for FIG. 6A; and theconfidence can be measured using the number vehicle that move around thecandidate violator, which can be determined as part of the processdescribed for FIG. 6C.

Although we describe FIG. 6A-6C as independent decision-making processesthat can process in any order, it may be beneficial to perform them inparallel in the computing device or perform in a specific sequence. Forexample, one may perform the process from FIG. 6A first due to itssimplicity of computation. If the distance exceeds a threshold, thenstop and declare a violation. If not, proceed with FIG. 6B. Similarly,based on the results and confidences of the results, a violation may bedeclared or continue with FIG. 6C.

In addition to the evidence enumerated above, in multi-lane trafficscenarios, traffic flow differences between the enforcement area and theadjacent traffic lane can also be used as an indication of violation.This determination could be used instead of or in addition to thedrive-around detection described for the single-lane traffic scenario.The method ends at S656.

Returning to FIG. 4, after the system analyzes the event at S420, itdetermines whether the evidence of the event confirms a double parkingviolation of the candidate vehicle based on the evidence at S422. Inresponse to the evidence confirming the candidate vehicle is doubleparked (YES at S422), the system determines whether the candidatevehicle is of a type that qualifies for an exception at S423. Inresponse to the stationary vehicle not qualifying for an exception (NOat S423), the notification module issues a violation notification to auser through the communication link to the output device at S424. Theviolation notification can be issued in various forms. In oneembodiment, the violator vehicle can be identified using image analysistechniques for license plate recognition. Once the license number isidentified, a fine or warning can be sent to the registrant of thevehicle. In another embodiment, the notification is sent by thenotification module 124 to the transportation authority or lawenforcement, which can visit the scene to take appropriate action. Inanother embodiment, the information can be sent to an analyst thatmonitors and studies traffic flow patterns. In response to thestationary vehicle qualifying for an exception (YES at S423), thevehicle is classified by the vehicle classification module 122 as notbeing double parked at S426.

In response to the evidence confirming the candidate vehicle is notdouble parked (NO at S422), the vehicle is classified by the vehicleclassification module 122 as not being double parked at S426. The methodends at S428.

One aspect of the disclosure is that it analyzes evidence of secondaryconsiderations to increase the robustness of a double parking decisionfor the purpose of determining whether a stationary vehicle is inviolation of a regulation in an enforcement area. Specifically,detection of hazard lights, empty road space in front of the detectedstationary vehicle, coordination with traffic light information,awareness of distance to the nearest intersection, and analysis ofpatterns of motion of surrounding traffic can be used to improve theaccuracy of the decision. Another aspect of this process is that itprovides greater flexibility in defining the enforcement region.

Although the method (FIGS. 2, 4, 6A-C and 8A-B) is illustrated anddescribed above in the form of a series of acts or events, it will beappreciated that the various methods or processes of the presentdisclosure are not limited by the illustrated ordering of such acts orevents. In this regard, except as specifically provided hereinafter,some acts or events may occur in different order and/or concurrentlywith other acts or events apart from those illustrated and describedherein in accordance with the disclosure. It is further noted that notall illustrated steps may be required to implement a process or methodin accordance with the present disclosure, and one or more such acts maybe combined. The illustrated methods and other methods of the disclosuremay be implemented in hardware, software, or combinations thereof, inorder to provide the control functionality described herein, and may beemployed in any system including but not limited to the aboveillustrated system 100, wherein the disclosure is not limited to thespecific applications and embodiments illustrated and described herein.

It will be appreciated that variants of the above-disclosed and otherfeatures and functions, or alternatives thereof, may be combined intomany other different systems or applications. Various presentlyunforeseen or unanticipated alternatives, modifications, variations orimprovements therein may be subsequently made by those skilled in theart which are also intended to be encompassed by the following claims.

What is claimed is:
 1. A method for detecting a double-parked vehicle,the method comprising: identifying a parking region in video datareceived from an image capture device monitoring the parking region;defining an enforcement region at least partially surrounding theparking region; detecting a stationary candidate double-parked vehiclein the enforcement region; determining the occurrence of an eventrelative to the stationary candidate double-parked vehicle; in responseto the determined occurrence of the event, classifying the stationarycandidate double-parked vehicle as being one of double parked and notdouble parked.
 2. The method of claim 1, wherein the determining theoccurrence of the event includes: determining whether hazard lights areoperating on the stationary candidate double-parked vehicle; and, inresponse to the hazard lights operating on the stationary candidatedouble-parked vehicle, classifying the stationary candidatedouble-parked vehicle as being double parked.
 3. The method of claim 2,wherein the determining whether the hazard lights are operatingincludes: identifying a hazard light region in the sequence of framessurrounding one of a front light and rear light; and, determining pixelcolors in the hazard light region in the sequence of frames.
 4. Themethod of claim 1, wherein the determining the occurrence of the eventfurther includes: determining whether the stationary candidatedouble-parked vehicle qualifies for an exception.
 5. The method of claim4, wherein the exception is determined to have occurred if thestationary candidate double-parked vehicle is one of an emergencyvehicle and a commercial vehicle.
 6. The method of claim 1, wherein thedetermining the occurrence of the event includes: determining whether anobject is located in front of the stationary candidate double-parkedvehicle; and, in response to a distance between the object and thestationary candidate double-parked vehicle being below a threshold,classifying the stationary candidate double-parked vehicle as not beingdouble parked.
 7. The method of claim 6, wherein the determining theoccurrence of the event further includes: in response to the distancebetween the object and the stationary candidate double-parked vehiclebeing equal to or above the threshold, determining if the object is astop light; determining pixel colors in the stop light region in thesequence of frames; and, in response to the pixel colors being green,classifying the stationary candidate double-parked vehicle as beingdouble parked
 8. The method of claim 1, wherein the determining theoccurrence of the event includes: detecting a second vehicle in thesequence of frames; determining a trajectory of the second vehicleacross a number of frames; determining whether the trajectory movesaround the stationary candidate double-parked vehicle; and, in responsethe trajectory moving around the stationary candidate double-parkedvehicle, classifying the stationary candidate double-parked vehicle asbeing double parked.
 9. The method of claim 1, wherein the determiningthe occurrence of the event includes: detecting a second stationaryvehicle in the parking region located within proximity to the stationarycandidate double-parked vehicle in the enforcement region.
 10. Themethod of claim 1, wherein the detecting the vehicle is performed usingone of background estimation and subtraction, tracking, temporaldifference, optical flow, and an initialization process.
 11. The methodof claim 1, wherein the detecting the vehicle includes: determining anumber of frames the detected vehicle is located in a same position;comparing the number of frames to a threshold; and, in response to thenumber of frames meeting or exceeding the threshold, classifying thedetected vehicle as the stationary candidate double-parked vehicle. 12.The method of claim 1 further comprising: in response to the stationarycandidate double-parked vehicle being classified as double parked,associating the stationary candidate double-parked vehicle as being adouble parked vehicle and providing the user with a notification asoutput.
 13. The method of claim 1, wherein the determining theoccurrence of the event includes: considering multiple events forconfirming whether the stationary candidate double-parked vehicle isdouble parked.
 14. A system for detecting a double-parked vehicle, thesystem comprising: a double parking confirmation device including amemory for storing modules, including: a region determination moduleoperative to identify a parking region and an enforcement region atleast partially surrounding the parking region in a sequence of framesreceived from an image capture device monitoring the parking region; avehicle detection module operative to detect a stationary candidatedouble-parked vehicle in the enforcement region; a vehicleclassification module operative to: determine an occurrence of an eventrelative to the stationary candidate double-parked vehicle, and inresponse to the determined occurrence of the event, classify thestationary candidate double-parked vehicle as being one of double parkedand not double parked; and, a processor in communication with the memoryand being operative to execute the modules.
 15. The system of claim 14,wherein the vehicle classification module is further operative to:determine whether hazard lights are operating on the stationarycandidate double-parked vehicle; in response to the hazard lightsoperating on the stationary candidate double-parked vehicle, classifythe stationary candidate double-parked vehicle as being double parked.16. The system of claim 15, wherein the vehicle classification module isfurther operative to: identify a hazard light region in the sequence offrames surrounding one of a front light and rear light; determine pixelcolors in the hazard light region in the sequence of frames; in responseto changes in the pixel colors between frames, classify the stationarycandidate double-parked vehicle as operating its hazard lights.
 17. Thesystem of claim 14, wherein the determining the occurrence of the eventfurther includes: determine whether the stationary candidatedouble-parked vehicle qualifies for an exception.
 18. The system ofclaim 17, wherein the exception is determined to have occurred if thestationary candidate double-parked vehicle is one of an emergencyvehicle and a commercial vehicle.
 19. The system of claim 13, whereinthe vehicle classification module is further operative to: determinewhether an object is located in front of the stationary candidatedouble-parked vehicle; and, in response to a distance between the objectand the stationary candidate double-parked vehicle being below athreshold, classify the stationary candidate double-parked vehicle asnot being double parked.
 20. The system of claim 19, wherein the vehicleclassification module is further operative to: in response to thedistance between the object and the stationary candidate double-parkedvehicle being equal to or above the threshold, determine if the objectis a stop light; determine pixel colors in the stop light region in thesequence of frames; and, in response to the pixel colors being green,classify the stationary candidate double-parked vehicle as being doubleparked
 21. The system of claim 14, wherein the vehicle classificationmodule is further operative to: detect a second vehicle in the sequenceof frames; determine a trajectory of the second vehicle across a numberof frames; determine whether the trajectory moves around the stationarycandidate double-parked vehicle; and, in response the trajectory movingaround the stationary candidate double-parked vehicle, classify thestationary candidate double-parked vehicle as being double parked. 22.The system of claim 13, wherein the vehicle detection module detects thestationary candidate double-parked vehicle using background estimationand subtraction, temporal difference, optical flow, and aninitialization process.
 23. The system of claim 13, wherein the vehicledetection module is operative to: determine a number of frames thestationary candidate double-parked vehicle is located in a sameposition; compare the number of frames to a threshold; and, in responseto the number of frames meeting or exceeding the threshold, classify thedetected vehicle as being the stationary candidate double-parkedvehicle.
 24. The system of claim 14, further comprising a notificationmodule adapted to: in response to the stationary candidate double-parkedvehicle being classified as double parked, associate the stationarycandidate double-parked vehicle as being a double parked vehicle andprovide the user with a notification as output.
 25. The system of claim14, wherein the vehicle classification module is further operative to:consider multiple events for confirming whether the stationary candidatedouble-parked vehicle is double parked.
 26. The system of claim 14further comprising an output device for providing the classification toa user.